Combined steam and electric locomotive



June 28, 1938. P. H. FERRxER A COMBINED STEAM A ND ELECTRIC LOCOMOTIVE Filed Sept. 16, 1936 2 Sheets-Sheet 1 m m @n V.lune 28,1938.

P. H. PERRIER COMBINED STEAM AND ELECTRIC LOCOMOTIVE Filed Sept. 16, 1956 2 Sheets-sheet 2 FROM GEA/maro@I Patented June 28, 1938 UNITED STATES PATENT OFFICE COMBINED STEAM AND ELECTRIC LOCOMOTIVE 3 Claims.

This invention relates to a combined steam and electric locomotive.

The invention aims to provide, in a manner as hereinafter set forth, a locomotive of the class 5 referred to whereby increased power is obtainedv from the same amount of fuel employed for a steam generating means forming a part thereof; a greater amount of efficiency is obtained; a greater distribution of power over alonger surface is obtained; pre-heated air is employed for combustion; the use of the forward motion of the locomotive is employed to force a draft into the rebox; the use of a condenser at the front end of the locomotive will add to the power of 35 steam turbine for operating an electrical generator, both forming elements of the locomotive; the locomotive is set up to provide a stream-line effect; the weight is spread over the entire area of the locomotive to give thoroughly eiiicient '20 traction; the locomotive is formed of three articulated sections to constitute a unit and with each section having an individual drive; the locomotive includes a steam driven propulsion means and a plurality of electrically driven propulsion means; and whereby the exhaust from the steam driven propulsion means is utilized to provide for the operation of a means for generating electricity employed for operating the electrical propulsion means and with the latter operating con-` jointly with the steam driven propulsion means thereby increasing the horse power of the locomotive without increasing the consumption of the fuel employed in connection with the generating of the steam for operating the steam driven propulsion means.

Further objects of the invention are to provide, in a manner as hereinafter set forth, a combined steam and electric locomotive which is comparatively simple in its construction and arrangement, strong, durable, thoroughly efficient in its use, conveniently controlled and readily assembled.

With the foregoing and other objects, which may hereinafter appear, the invention consists of 4,5 the novel construction, combination and arrangement of parts as will be more specifically referred to and are as illustrated in the accompanying drawings wherein is shown an embodiment of the invention, but it is to be understood that changes,

variations and modifications may be resorted tor which fall within the scope of the invention as claimed.

In the drawings:

Figures 1 and la, when taken together illustrate diagrammatically a combined steam and electric locomotive, in accordance with this invention and with the illustration being partly in section, partly broken away and partly in elevation,

Figure 2 is a section on line 2-2, Figure l,

Figure 3 is a section on line 3 3, Figure 1, 5 and Figure 4 is a diagrammatical view illustrating the circuit arrangements and controlling means for the electrical driving motors.

The locomotive, in accordance with this inven- 10 tion, is of stream-line contour and includes a front mobile steam propelled combined tender, condenser and air intake element or section I, an intermediate mobile electrically propelled com bined cab and boiler` element or section 2, and a 15 rear mobile electrically propelled electrical generating plant carrying element or section 3.

The elements I, 2 and 3 are articulated together by any suitable means in spaced relation. The space between elements I, 2 will be closed over 20 by a suitable cover 4. The space between elements 2, 3 will be closed over by a suitable cover 5.

The element I has parts thereof forming a water tank 6, and a fuel bin or compartment 'I arranged at the rear of the tank 6. The upper 25 portion of one side of the tank 6 is inset as at 8. The tank 6 extends from the forward end of bin 'I to a suction fan 23 to be referred to. A lmember 9 is hinged, as at I0, to the body of tank 6 for the purpose of forming in connection with 30 the inset part 8 a passage Il. The front of element I is indicated at I4 and it inclines rearwardly from its bottom to its top. The lower end of front III constitutes a pilot I5. The upper portion I6 of the front I4 is in the form of a grille. 35 Positioned against the rear of the grille I6 and extending above the latter is a condenser II of suitable form which inclines rearwardly from its bottom to its top. Extending through the upper portion of and rearwardly from the condenser I'I 40 is the front section I3 of an air intake line I9. The outer end of the top of section I8 is extended forwardly to provide a deflector 20. The forward travel of element I forces a draft through the line I9 into the i'lrebox of a steam boiler to 45 be referred to. The front section I8 of the line I9 extends through the passage II from end to end of the latter and into cover 4.

The element I includes a pair of reciprocating engines 2|, only one shown. The engines 2I are 50 of well-known form and are suitably supported in proximity to the front I4. Each engine 2l constitutes an operating means for a set of tandemwise suitably connected together driving wheels 22 of known arrangement. The element I in- 55 cludes the suction fan 23 which is supported in proximity to the condenser l1. The fan 23 is surrounded by an open front housing 23a formed at its rear, as at 23h, in a manner to direct the air downwardly. A lling opening for tank 6 is indicated at 24.

The element I includes supporting structure for the tank, bin, fan and housing 23a. The wheels 22 are carried by axles 25. The said supporting structure is generally indicated at 26 and in which the axles 25 are mounted. Springs I5a are interposed between the tank 6 and structure 25. Pilot wheels 26b are provided for section I. The bottom of the tank is inset, as at v21, .to provide clearances for the wheels 22.

The element 2 includes a supporting structure 28 having as parts thereof a pair of trucks 28a.

The element 2 includes a plurality .of pairs of supporting wheels 29. Each pair of Wheels. 29 is mounted on an axle 30 which is supported by a truck 26a. The element 2 includes two pairs of motor driven traction Wheels. The traction wheels of one of said pairs is indicated at 3| and those of the otherof saidpairs at 32. The wheels 3| are ,carried by anaxle 33 which is connected to one ofthe trucks 28a. The wheels 32 are carried by an axle v34| which is connected to the other of the trucks 2 6?. yThe .axles 3 3, 3,4; have connected thereto electric motors 35, 36 for driv ing them. The motors are enclosed in motor boxes, such as illustrated at 37, Figure 3. Arranged above the structure -28 is a housing or hollow structure 38 having a bottom 39 and sides 40 depending below saidl bottom. The structure 2.8 is pivotally connected to housing 38. A portion of the housing 38 constitutes a cab 4| for the engineer and fireman. Each side of cab 4| is provided with a door 4| a. The oor 42 of the .cab 4| is arranged above the bottom 39 of hous= ing 38 thereby providing a chamber 43. The bottom 39 of housing 38 has an inset portion A4. The structure 28 includes springs 4 5 which bear on the trucks 23a. The inset portion 5.4 provides ,clearanoes for the wheels of element 2.

Arranged the cab 4| is a cutout of known construction positioned in a box 46. The cutout is employed inconnection with .a power circuit el leading from an electrical generating apparatus to oe referred to. Interposed in thecircuit 41 is a controller of known form positionedin a box 48 arranged in the cab 4|. The power circuit 41 leads to a controlling mechanism *.49 positioned in the cab 4|. lIihe mechanism is vemployed for selectively controlling the operation of the electrical driving motors 35, 3 6, and thev motors 5.6 and 5| to be referred to. The operating circuits for the motors 35, 36, 5 6 and 5| are indicated at 52, 53, 54 and 5 5 respectively. The controlling mechanism 49 is not only employed to cause the independent operation o f the driving motors, but is also employed to cause the operation of the said driving motors in unison. The controlling mechanism 49 is arranged in the cab 4|.

The element 2 includes a steam boiler 52a, a rebox 5.3a and an ash pit 54a.- The boiler 52%L is provided with a steam dome 55a.. The ash pit 54a will be closed at its sides and bottom so as to not interfere with forced draft through the line I9. The ash pit willbe accessible through a door 8lb (Figure. l) at its front.

The element 3 includes a housing or hollow structure 56 having its bottom arranged above the lower ends of its sides. The housing 56 is supported inv a manner similar to the manner in which the structure 38 is supported, that is to say,

by a structure similar to structure 28 provided with a pair of trucks 51a. The element 3 includes a pair of supporting wheels 5S carried by an axle 60, a pair of electrically7 driven traction wheels 6| carried by an axle 62, a pair of electrically driven traction wheels 63 carried by an axle 64 and a pair of supporting wheels 65 carried by an axle 66. Connected to the axles 62 and 64 are the electrical driving motors 5U, 5 I, respectively therefor. The axles 60, 62 are mounted in one of the trucks 51a, and the axles 64, 66 are mounted in the other of the trucks 51a. rPhe motors 50, 5| are enclosed in motor boxes in the manner as shown in connection with the axle 33 as indicated at 31, Figure 2.

The locomotive includes a sectional steam supply line 'l2 which extends from the dome 55a throughy the cover 4 into and out of passage il and communicates With the engines 2| `for the purpose of supplying steam to these latter. Communicating with the engines 2|, extending rearwardly therefrom, into and out of passage H, thrQllgh cover 5, into lthe element 3 and opening into the turbine 68 is a sectional conducting line 1,3 for conducting exhaust steam from the engines 2| for the purpose of utilizing the exhaust steam to drive the turbine 66. The line l2 is provided with a controlling valve 'F4 operated frein within the cab 4|. Leading from the turbine 68,

extending through the cover 5 through the ele- Inent 2.and into the element and opening into the upper portion of the condenser I1 is a line for conducting exhaust steam from the turbine 68 to the condenser I. Leading rearwardly from the dome 55a through the cover 5 and into the element 3 and opening into the rear end of 'i3 is a sectional steam conducting line 16. The line 16 has interposed therein a controlling valve 'Vl actuated by the means 18 which extends into the cab 4| and is operated from within the latter. The pipe 1 3 has interposed therein a pair of spaced valves 13a, 13b and a relief valve '13C set for ,fteen pounds of pressure. The valves 13a, 'I3b and '|3C have connected thereto actuating means 13d therefor operated from within the cab 4|. Leading from the housing of Valve 'I32L and opening into a smoke flue 9| is by-pass or steam exhaust conducting branch 73e. Leading from the lower portion of the condenser l1 and extending through element and opening into the bottom of a hot weli 19 is a condensate conducting line 80. The well I9v is arranged in element 2. Ihe front section i3 of line I9 `is coupled within cover 4 to the rear section 82 of line I9. The rear section 82 is arranged within element 2 below the i'loor 42. The section 92 of line I9 includes an upper portion 83 of inverted L-shaped contour and a horizontally disposed lower portion 84 which is open at Ieach end. The portion 83 opens into the portion 84 intermediate the ends thereof. The portion 8 4 opens into the ash pit. Arranged within the forward part of the portion 84 is a suction fan 85 operated and controlled by any suitable means. The latter is positioned for wardly of the point of communication between portions v83 and 8 4. The forward open end of the portion 84 is controlled by a normally closed hinged Valve 8 6, which is shifted tol open position by the means 81 for the purpose o f supplying air when the locomotive is not in motion. The means y damper 87a is so connected with the door 8lb to provide for the damper being closed when the door is open and opened when the door is closed. The line I9 is provided for creating a draft of preheated air when the locomotive is in motion for entrance into the rebox through the grates for the purpose of increasing combustion. The air entering line I9 is heated as it passes through the condenser l'l and conducted for discharge into the ash pit for passage therefrom into the rebox. Leading from the water tank 6, extending through the cover 4 into the element 2 and opening into one side of the hot well 19 is a sectional water supply line 88. Arranged within the element 2 is a water feed line 89 which extends from the other side of the hot well '19 and opens into the water space of the boiler 52a. The line 89 has interposed therein a feed water pump 90. The element 2 is provided with a smoke discharge flue 9| leading from the rebox of the boiler.

Interposed in the line T is an oil separator 92.

The line 'i6 is for supplying steam to the turbine at full boiler pressure when the locomotive is running slow and under a heavy load. The valves 13a, 13b of line 13 and the relief valve 13c are to be employed when the turbine is using steam at boiler pressure. The purpose of valve 'I3a and by-pass 'I3e is to allow the exhaust steam from the engines to escape when the turbine is working under high pressure. The valve 13b keeps the high pressure steam from escaping before entering the turbine. The relief valve 'l3c keeps the back pressure on the reciprocating engines from increasing when working with the turbine.

There may be obtained, from within the cab, a clear View of the track on both sides by the engineer or reman.

The condenser is located at the front of the train as this is the coolest and most exposed place for obvious reasons and is inclined to prevent air resistance. The turbine and electric generators are not placed here as there are no independent drive wheels for the forward section. The water tank, boiler and coal are of course 1ocated near together, and the forward motion of the train adds to the draft in the rebox. The

engineer and fireman are located in the front of the second section as the extreme front might be the point of greatest danger, but this position brings the fireman adjacent the rebox and coal supply, and also gives a forward unobstructed View. The air inlet located above the condenser is at the hottest point of the latter and feeds to the rebox.

What I claim is:-

1. A streamlined locomotive including steam generating means and a driving engine, connecting means to conduct the steam exhausted from said engine to a secondary steam engine, connections for the exhaust therefrom to a condenser, said condenser forming a portion of the front of the locomotive and being upstanding and rearwardly inclined, an air intake line extending through the upper portion of the condenser, an air deflector overhanging said intake line and adapted to pick up air deiiected upwardly from the condenser of the locomotive.

2. A streamlined locomotive having an air deflecting pilot, a grille thereabove and a condenser immediately back of the grille and at the front of the locomotive and forming a continuous surface for delecting air upwardly, said pilot, grille and condenser being upstanding and rearwardly inclined and forming the front of the locomotive, means to conduct exhaust steam to the condenser, an air intake line extending through the upper portion of the condenser, an air deflector projecting forwardly from the top of the intake line and adapted to direct air deflected upwardly by said pilot and condenser into said line.

3. In a locomotive including steam cylinders and their connections and driving wheels, a pilot in front thereof and a grille above said.pilot, forming an extension thereof and both inclined rearwardly from the bottom to the top at an upwardly slanting angle, a condenser inclined immediately back of said grille and extending from immediately above the pilot to the top of the 1ocomotive, an air inlet pipe extending through the top of the condenser and its upper portion extending forwardly to form means for deflecting air into said pipe.

PETER H. FERRIER. 

